Sealed non-spin hand brake mechanism



sept. 27, 1960 C. L. KLASING, JR

SEALED NON-SPIN HAND BRAKE MECHANISM 3 Sheets-Sheet l Filed NOV. 24, 1958 m l l l i 0 u we a w Amm uw ww a ao uw o 0 0 90 oo 000000 widow@ INVENTOR. CHARLES L. KLA may@ Sept. 27, 1960 c. KLAsrNG, JR 2,954,107

SEALED NoN-SPIN HAND BRAKE MECHANISM Filed Nov. 24. 1958 3 Sheets-Sheet 2 INVENTOR. 53 CHARLES L.KL

Sept. 27, 1960 c, KLAslNG, JR

SEALED NON-SPIN HAND BRAKE MECHANISM 3 Sheets-Sheet 5 Filed NOV. 24. 1958 INVENTOR. CHARMS LKLASMQJR.

AT1-Y.

United States Patent-Cf) ice SEALED NON-SPIN HAND BRAKE MECHANISM Charles L. Klasing, Jr., Joliet, lll., assignor to Klasing Hand Brake Co., Joliet, lll., a corporation of Illinois Filed Nov. 24, 1958, Ser. No. 775,7*92

9 Claims. (Cl. 192-176) The present invention relates to handV brake mechanisms for railway cars and has particular reference to a sealed hand brake mechanism of thevnon-spin type wherein provision is made for release of the brake mechanism without the application of such counter-torque to the hand brake wheel as to cause spinning of the latter.

The dangers which are attendant upon the use of hand brake mechanisms wherein the hand wheels 1are rapidly spun by the unwinding action of the chain drum are well known. Not only is there danger to the person due to throwing him oif balance or due to impact of the rotating wheel with a portion of his body, but there is danger to the equipment since the release of the brake mechanism may be sufciently explosive as to damage the air brake pistons, An additional danger is present in connection with present day handv brakes, regardless of whether they be of the non-spin type or otherwise, and

operator.

speed control operations which heretofore have been either unattainable or dii-heult to attain, are capable of being effected with a minimum of effort on the part of the- For example, where it is desired that a given railway car be brought to a standstill at a given distance and an initial hand wheel application ismade in an overvigorous manner so that the car is slowed down too 4 quickly, the novel compound Vclutch vmechanismof the this danger exists by virtue of the exposed nature of the 7 winding drum and of the gearing, clutch devices or other operative instrumentalities -associated with the mechanism. The exposure of such moving instrumentalities is a hazard in that the clothing -of the brakeman or other brake-operating personnel is subject to entanglement with the mechanism during release of the brake. A still further limitation that is attendant upon the-use of conventional present-day hand brake mechanisms resides in lack of adequate lubrication for the parts of the mechanism which are in frictional engagement with other parts so that these parts are subject to excessivevwear, while at the same time exposure of the various parts is conducive toward corrosion, oxidation or other deterioration Iin time.

kThe present invention is designed to overcome the,

above-noted limitations that are attendant upon the construction and use of conventional hand brake mechanisms and, toward this end, the invention contemplates the provision of a novel form of mechanism which is of the non-spin type and wherein the entire power train extending from the hand wheel shaft to the winding drum shaft is completely sealed within the hand brake housing and wherein the sealed housing is packed with a suitable lubricant, the sealing and packing of the mechanism being a permanent one so that no further thought to lubrication need be given the-installation during the entire life thereof. By thus sealing the moving parts of the brake mechanism, contact therewith by a person, by the clothing of a person, by tools in the hand of the person, or by foreign objects is rendered impossible. Additionally, such sealing of the mechanism will prevent dirt, dust or other foreign matter from entering the hand brake housing while at the same time the mechanism is protected from moisture during inclement weather or conditions of high humidity.

The provision of a hand brake mechanism of the character briefly outlined above being among the principal ciated therewith a novel form of compound clutch assembly which is extremely sensitive to hand wheel control present invention is capable of graduated release so asto conserve the kinetic energy of the moving car, after which the mechanism is conditioned for any further brake" application which may be found necessary before the car is brought to a standstill. Y

Yet another object of the invention is to provide a hand? brake mechanism for railway car use having a braking factor which meets the maximum requirements of the Association of American Railroads.

Another object of the invention, in a hand brake assembly of the character briefly outlined above, is to provide a novel two-piece housing unit for the operative hand brake power train instrumentalities, together with novel sealing and securing means, whereby the two housing sections are permanently assembled, one upon the other, forkpermanent retention within the housing of a'supply of a lubricant. y

An additional object of the invention is to provide a two-piece housing of this character wherein all of the operative brake-applying instrumentalities with the exception of the hand wheel and winding drum for thel brake-applying chain are enclosed and permanently sealed, and wherein the windingldrum, although disposed exteriorly of the housing proper, is effectively shielded and at least partially concealed so that there will be no danger of contact therewith by the person or clothing `of the brakeman or other operating personnel. TA further object is to provide a hand brake mechanism having associated therewith la novel form of clutch assembly, the latter being self-contained and capable of .being separately assembled as aA package type unit for subsequent insertion bodily into the housing of the mechanism immediatelyprior to iinal `assembly of the housing parts.

The provision of a braking mechanism which is relatively simple in its construction and which, therefore, may be manufactured at a low cost; one which is possessed of a minimum number of moving parts and which, therefore, is unlikely to get out of order; one whichis rugged and durable and which, therefore, is possessed of` a'comparatively long life; one which is smooth Vand silent in its operation; and one which otherwise is well adapted to perform the services required of it, `are further desirable features which have been borne in mind in the production and development of the present invention.

`.Other objectsand advantages of the invention, not at this time enumerated, will become more readily apparent as the following description ensues.

In the accompanying three sheets 'of drawings forming a part of this specification, a preferred embodiment of the invention has been shown.

lIn these drawings: Fig. 1 is a fragmentary end elevational view of a railway car showing a non-spin hand brake assembly constructed in accordance with the principles of the present invention operatively applied thereto; V

.Fig 2 is a vertical sectional view taken substantially centrally and transversely through that portion of the hand brake mechanism of Fig. 1 which embodies the present invention, the positionof the mechanismcorresponding to a released position of the cai brake shoes;

- Patented Sept. 27,`l9 0 Fig. 3 is a fragmentary view of one corner of a base casting employed in connection with the present invention and illustrating a detail of the sealing means whereby the housing, of which the base casting forms a part, is operatively sealed;

Fig. 4 is an enlarged fragmentary sectional view showing a portion of the structure of Fig. 2 with the brake mechanism in a position corresponding to the braking, or set position of the car brake shown;

Fig. 5 is a front elevational view of the structure shown in Fig. 2;

. Fig. 6 is an enlarged sectional view taken substantially along the line 6 6 of Fig. 2; and

Fig. 7 is an inside perspective view of a front housing section employed in connection with the present invention.

Referring now to the drawings in detail and in particular to Fig. 1 wherein a typical installation of a hand brake assembly constructed in accordance with the principles of the present invention has been illustrated, the hand brake assembly is designated in its entirety at 10 and is shown as being operatively installed on one end of a railway car 12. In the installation shown, the assembly 1t? is operatively applied to one end wall 14 of the railway car 12 exteriorly there adjacent the roof portion 16 immediately below the running board 18 and the operating hand wheel 20 associated with the assembly is conveniently positioned so that it may be operated by the brakeman or other train personnel with the operator being supported by one foot on the usual ladder 22 and by the other foot on a brake step 24 positioned an appropriate distance beneath the assembly 10. Connection between the output or tensioning chain 26 of the assembly 10 and the input rocker segment or bell crank 28 of the brake shoe actuating mechanism beneath the railway car 12 is effected by a vertical tie rod or link 30 in the usual manner of operation of such systems.

Referring now to the Fig. 2 of the drawings wherein the position of the mechanism corresponds to the released position of the brake shoes which have not been illustrated herein but which are operable under the control of the bell crank 23, the -assembly 10 involves in its general organization a two-piece housing 52 including a rear or base casting 34 and ia front or cover casting 36. The two castings 34 and 36 are adapted to be permanently secured together in a manner that will be described presently to provide an internal lubricant or grease-retaining chamber 38 therein in which the operative brake tensioning instrumentalities of the present invention are enclosed.

The base casting 34 is in the form of a substantially at and generally rectangular plate (Fig. 5), the lower edge of which is slightly curved. Adjacent each corner of the plate there is provided a rearwardly extending outside circular boss 40 (see also Figs. 2 and 3), through which bosses there are adapted to extend fastening bolts 42 by means of which the base casting 34 may be secured is position on the car end wall 14 in the vertical position in which it is shown in Fig. l.

Extending around the marginal regions of the `generally rectangular plate or casting 34 is a continuous groove or channel 44, the contour of which is generally of teardrop configuration. The groove 44 at one localized region thereof communicates with the short inwardly oiset portion 46 for retaining one overlapping end portion of an elongated sealing strip 48 which is pressed coextensively into the groove 44 for sealing purposes in a manner that will be made clear presently. The metal of the plate 34 in the vicinity of the groove 44 is reinforced by the provision of an external rib 50 on the side of the plate opposite the groove and coextensive with the latter.

The front casting 36 is of cup-Shape design `and the peripheral contour thereof corresponds generally to the teardrop shape of the groove 44. The casting 36 is provided with a marginal wall 51 presenting a relatively narrow, outwardly extending, continuous lateral ange 52, the ange being formed at appropriately spaced regions therearound with outwardly extending attachment ears S4. While eight such attachment ears have been illustrated herein for exemplary purposes, it will be understood that a greater or `lesser number of such ears may be provided if desired. Each attahcment ear 54 is formed on the forward hat surface thereof with a circular raised boss 56 having a central hole 58 formedtherethrough, each hole 58 being designed for registry with a similar hole 60 provided in the base casting or plate 34. A fastening device 62 extends through each pair of registering holes 58 and 60, and the various devices serve to maintain the front casting or housing 36 in position on the rear casting or base plate 34.

As best seen in Fig. 5, the overall planar extent of the base casting or plate 34 is somewhat greater than the overall extent of the front casting 36 so that the circular bosses 4t) at the corners of the base casting are exposed for attachment purposes. ln assembling the two castings after thebraking instrumentalities of the present invention have been interposed between the same and within the cup-shaped housing or casting 36, the sealing strip 48 which is in vthe form of a length of synthetic rubber or any other commercial packing material may be placed within the groove 44 of the base casting and pressed in position with its ends overlapping in the vicinity of the offset channel 46 and, thereafter, the two castings may be brought together with the rim of the casting 36 bearing against the exposed portion o-f the packing material and the fastening devices 62 applied to compress the packing between the rim of the casting 36 and the bottom of the groove 44. In the final assembly of the castings 34 and 36, the two parts, in the main, remain slightly separated from each other with the sealing strip being sealingly compressed between the same as best seen in Fig. 2. Except for the fastening devices 62 and raised bosses 40, the sealing strip 48 serves as the sole connection between the two castings, and by such an arrangement the sealing strip is uniformly compressed into sealing engagement with both sections of the housing to effect a permanent seal.

Referring now to Figs. 2 and 4, the hand wheel 20 may be of any conventional design and is aiiixed by means of a nut 70 to the exposed region of a rotatable operating shaft 72, the latter being rotatably journalled in an internal boss 74 provided on the base casting 34 and in a bearing 76 provided in the front wall 77 of the casting 36. The shaft 72 is provided with an integrally formed pinion 78 thereon designed for meshing engagement with a gear 80 which is mounted on and turns with a clutch shaft 82, the latter having one end thereof rotatably journalled in a circular boss 84 formed on the front wall 77 of the casting 36 and having its other end rotatably supported in a manner that will be set forth subsequently in a similar boss 86 formed internally on the base plate 34. A radial thrust flange 88 is formed on the shaft 82 and immediately forwardly of the thrust flange, the clutch shaft is provided with a non-circular portion 90 which is preferably hexagonal and which extends through a correspondingly shaped central opening 92 in the gear 80 so that the gear and the shaft on which it is mounted are constrained to rotate in unison.

Rotatably mounted on the clutch shaft 32 forwardly of the gear 80 and capable of limited axial sliding movement on the shaft is a ratchet wheel 94 designed for cooperation with a pair of arresting pawls 96 and 98, respectively, these pawls being pivotally mounted on respective pawl shafts 100 and 102 which are supported between a pair of spaced integral internal webs 164 (see aiso Fig. 7) on 'the inside of the continuous side wall or apron portion 51 of the casting 36. The pawls 96 and 98 are common to the ratchet wheel 94 and are so designed that they make. alternate effective engagement with the various teeth on the periphery of the ratchet wheel so that during operation ofthe pawl and ratchet mechanism the pawls will move alternately into effective holding position thus increasing the number of holding positions of the clutch shaft 82. y

The left hand or forward end of the clutch shaft 82 as viewed in Figs. 2 and 4 is provided with a left hand thread 108 which threadedly receives thereover an internally threaded clutch pinion 110. I'he extreme left hand end of the clutch shaft 82 is provided with a right hand thread 112 which receives thereover a retaining nut 114 by means of which the various parts of the clutch assembly are maintained in their assembled relationship.

Interposed between the ratchet wheel 94 and the gear 80 is a clutch friction disc or washer 116 and a similar friction disc or washer 118 is interposed between the ratchet wheel 94 and clutch pinion 110'. The two fric-I tion discs 116 and 118 surround and are loosely disposed upon the clutch shaft 82 and are capable of limited axial sliding movement along the shaft so that when the clutch pinion is turned relative to the clutch shaft 82 in a direction tending to thread the sa-me onto the left hand threaded portion 108 of the shaft, the two friction discs and the ratchet wheel will be compressed between the clutch pinion 110 and gear 80 in such a manner that the various friction surfaces afforded on the opposite sides of the friction disc and the opposing friction surfaces on the clutch pinion 110, ratchet wheel 94 and gear 8i) will vbe locked together so that the entire clutch assembly including the clutch shaft 82 will become locked up and will thus rotate bodily as a unit.

Still referring to Figs. 2 and 4, the clutch pinion 110 meshes with a relatively large main winding orV spur gear 120 which is mounted on and rotatable with a drum shaft 122, the opposite ends of the latter being rotatably journalled in circular bosses 124 and 126, respectively, provided on the casing sections 34 andl 36. The drum shaft 122 is also rotatably journalled medially of its ends as `at 128 in an inwardly or rearwardly offset portion 130 of the front wall 77. A web 129 connects the offset portion 130 to the front wall proper 77. The front wall 77 has formed thereon substantially in the plane thereof an apron portion 132 which carries the boss 126 and which also, in combination with the offset portion 130 and web 129, provides a downwardly facing pocket V134 which partially encloses a drum 136 which is operatively mounted on the drum shaft 122 and which is rotatable with the latter. Both the spur gear 120 and drum-126 are seated on non-circular preferably hexagonal portions 138 of the shaft 122 so that these parts are constrained to rotate inrunison with'the shaft. The drum 136 Vis formed with a bifnrcated crank arm 140 carrying a crank pin 142 which passes through the uppermost link of the chain 26. The lowermost link of the chain 26 is operatively connected to the. tie rod or link 30.

In the operation of the -hand brake mechanism of the present invention, when it is desired to apply the railroad car brakes, the hand wheel 2i) is rotated in a clockwise direction as viewed in Figs. 1 and 4. -Inasmuch Vas at that time the chain 26 is unwound from the drum 136 and is slack, the clutch assembly is disengaged andthe clutch pinion 110 is backed offon the threaded portion 108v of the clutch shaft 82 so that the sprocket wheel 94 is unclutched from the shaft S2 and rides free thereon. Rotation of the hand-wheel shaft 72 in a clockwisedirection as viewed in Figs. 1 and 5 under the inuence of the hand wheel 28 will transmit counterclockwise rotation to the clutch shaft 82-through the medium of the intermeshing pinion 78 and gear 80. Such connterclockwise rotation of the clutch shaft 8-2 causes the internally threaded clutch pinion 114i to ride inwardly on the left hand thread 108 due to the fact that rotational movement of the pinion 110 under the frictionalinfluence of the clutch shaft 8.2 is restricted by the inertia of the spur gear 120, drum shaft 122, drum 136 and chain 26 as well as bythe gravitational and tensionaldrag applied to the chain 26 by the railway carbrake devices. Upon such threaded movement of the clutch pinion 110 on the Vclutch shaft 82, the pinion 'it was rotated during application of the brakes.

6 110 moves to the right, as viewed in-Fig. 2; thus forcing the friction disk 118, sprocket wheel 94 and friction disk 116 to the right and compressing these three elements hard against the gear which in turn is forced against the annular flange 88 provided on the shaft 82. The entire clutch mechanism on the shaft 82 is thus caused to become locked up so that the entire assembly including the shaft 82, gear 80, sprocket wheel 94, friction discs 116 and 118 and nut 114 rotates bodily as a unit, whereupon clockwise movement of the spur gear 120, as seen in Fig. 5, will be effected due to its threaded engagement with the clutch pinion 110. During such bodily turning movement of the entire clutch assembly, the two pivoted pawls 96 and 98 become alternately effective against the ratchet teeth provided on the periphery of the ratchet wheel 94 so that, as long as an appreciable amount of torque continues to be applied to the hand wheel 20, the clutch mechanism will remain locked up in the manner previously described and a direct, unbroken rigid power train will extend from the hand wheel through the shaft 72, pinion 78, clutch assembly including the shaft 82, clutch pinion 110, and spur gear 120 to the .drum shaft 122. Upon rotation of the drum shaft 12.2 and drum 136 carried thereby, the crank pin 142 will move upwardly, thus drawing the chain 26 upwardly with it so as to commence the winding operation of the chain upon the drum 136.V It will be understood that when the hand wheel is initially rotated in a clockwise direction, the slack in the chain 26 is not immediately taken up due to the fact thatthe initial rotational movement of the hand wheel shaft 72 is applied to the clutch shaft 82 which must first rotate in a clockwise direction throughout a degree sutiicient to cause the clutch pinion to ride inwardly on the shaft 82 and bring the pinion into clutching engagement with the clutch shaft. Thereafter, continued rotation of the handl wheel will serve to overcome the weight of the chain and its associated apparatus so that theslack rinitially present in the chain will be taken up and subsequently Vthe, chain wiil be drawn taut and wound upon thedrurn 136. If at any time the hand wheel 20 is released, one or the other of the pawl devices 96 or 98 will operatively engage one of the teeth on the periphery of the ratchet wheel 94 and prevent reverse rotation .of the .clutch shaft and consequently of the hand wheel. The counter-torque which is applied to the clutch pinion 110 4by the portion of the power. train extendingfrom this pinion to the chain 26 will maintain the pinion in tight frictional engagement withthe adjacent friction disc 118 so that the clutch assembly will remain locked up, provided lthat the chain 26 is under tension or taut. With the clutch thus locked up, the two pawls 96 and 98 become effective toprevent reverse rotation of the entire clutch assembly so that the counter-torque applied to the pinion 110 by the portion of the power train extending fromA the chain 26 cannot operate to drive Vthrough the clutch and spin the hand wheel in a reverse direction. The greater the pressure exerted by the chain 26 through the power train, the tighter will be the locking up action of the clutch. During wind'- ving of the chain in the manner previously'described, the

chain will ybe guided onto the drum 136 by the bifurcated crank arm 142 which is in vertical alignment with an annular groove 144 provided in the drum, the groove affording a clearance space for alternate chain links which extendrin a plane transverse to the axis of the drum. At such time as the brake-is set, the counter-torque which is applied to the clutch pinion 110 has a tendency to rotate this latter pinion in a clockwise direction as viewed in Fig. 4 which -is the direction opposite to that in which It is obvious that such a tendency is eective to maintain the clutch mechanism tightlyk locked 'up so that the pawls 96 and 98 will be operative against the entire clutchassembly and ynot merely against the ratchet wheel 94 so that as a consequence the' brake will not be released even if the hand wheel 20 is released; l

It will be understood from the above description that the hand brake mechanism may be designed according to engineering expediences to produce varying degrees of brake application by the application of diiferent degrees of torque to the hand wheel. Por example, the pitch of the threads 105, the number of turns involved, and the respective diameters of the various rotary pinions, gears and of the hand wheel itself may be selected to produce the desired braking action. ln practical design, the mechanism will be so constructed as to meet AAB.. requirements, and, in a preferred embodiment, the amount of rotation required of the hand wheel to apply to the brakes is very slight so that the brakes may be applied rapidly. It is contemplated that initial turning movement of the hand wheel will effect complete clutching of the pinion 110 to the clutch shaft 32 and that thereafter each increment of turning movement of the hand wheel will effect progressive application of power to the car brake rigging. It is further contemplated that an application `of approximately 4,000 pounds pressure may be applied to the car brake rigging when the brakes are set, this pressure being applied at the hand wheel with a power factor ranging between 32 to 1 minimum and 50 to 1 maximum. Irrespectivc, however, of the particular gear ratios involved or of the extent of throw of the pinion 110 which is necessary to etfect clutch operation, the essential features of the 4invention are at all times preserved.

In order to release the brake it is merely necessary for the operator to rotate the hand wheel 20 and the shaft 72 on which it is mounted in a counterclockwise direction as viewed in Fig. 5 to a slight degree. The extent to which the car brake is released and the speed of its release are entirely under the control of the operator and the releasing movements of the brake mechanism do not and cannot etfect releasing or reverse drive of the hand wheel 20. The operator may release the car brake very gradually by small incremental turns of the wheel 20, or he may release it quickly from full 4,000 pound brake application to 3,000 pound brake application by an extremely small amount of turning of the hand wheel in-the proper direction. To effect complete release so that the gear 80 is free on the clutch shaft 82, only a small additional degree of counterclockwise rotation need be applied to the hand wheel 20. Upon initial counterclockwise motion of the hand wheel 20, the gear 80 will be turned by the pinion 78 in a clockwise direction and, because the various parts of the clutch mechanism on the clutch shaft 82 are locked up, the tendency will be for the entire clutch mechanism to rotate in such clockwise direction.l However, due to the fact that the pawls 96 `and 98 restrain the ratchet wheel 94, which forms a part of the clutch mechanism, from reverse rotation, the shaft 82 will follow the rotational movements of the gear 80 and turn with the latter in a clockwise direction, thus backing olf the clutch pinion 110 on the left hand threads S so that the degree of pressure exerted by the pinion against the friction disc 118 and through this friction disc to the ratchet wheel 94- and from thence to the other friction disc 116 will be relieved, thus to a slight extent disengaging the clutch parts. This partial disengagement or loosening up of the clutch mechanism will take place and continue only during the application of actual increments of turning torque to the hand wheel 20 in a counterclockwise direction, and immediately upon cessation of the turning movement of the hand wheel, the counter-torque applied through the power train of the hand brake mechanism, extending from the chain 26 to the clutch pinion 110 and including the spur gear 120, will exert a counterclockwise torque on the pinion 110 tending to again tighten it on the threaded portion 108 of the clutch shaft 82 to thus again lock the clutch parts. If the degree of turning movement of the hand wheel 20 is relatively slow, the take-up afforded by the pinion 110 will be almost immediate and brake pressure will be reduced by only a few pounds. If, on the other hand, the hand wheel 20 has imparted to it relatively large and rapid increments of counterclockwise turning movements, proportionately large backing off increments of motion will be applied to the clutch pinion and the take-up action described above will lag the unwinding operation so that a more rapid and extensive release of the car brakes will obtain.

The graduated release of the car brakes described above is an important feature of the present invention and by means of this feature it is possible, by cessation of the counterclockwise turning movement of the hand wheel 20 and by subsequent turning thereof in a clockwise direction, to reapply the brakes without unwinding the chain 26 from the drum 136 to a condition of complete brake release. For example, in a situation where the railway car 12 is to be allowed to coast along a given length of roadbed and brought to a complete stop at a given point therealong by a gradual slowing dov/n process, the operator will manipulate the hand wheel 20 to turn the same in a clockwise direction and effect the necessary brake action to reduce the car speed gradually as the car approaches the point on the roadbed at which it is to be stopped. In the event that the operator underestimates the distance involved and applies the car brakes too rapidly so that the car is slowed down too quickly with the consequent attendant danger that if immediate brake release is not effected the car will be brought to a standstill before it reaches its destination, immediate reversal of the direction of rotation of the hand wheel 20 at any point during winding of the chain 2.6 on the drum 136 will serve to back up the threaded clutch pinion 110 on the clutch shaft 82 due to the holding action of the pawls 96 and 98. Continued turning movement of the hand wheel 20 in this direction may be effected so that the clutch shaft 82 will rotate and, by its rotation, continue to back oif the pinion 110 against the tightening action afforded by the counter-torque exerted by the chain 26, drum 136, shaft 122 and spur gear 120. In this manner, the hand wheel 20 is available to the operator for either graduated brake release or graduated brake application as desired. With either gradual or rapid brake application or brake release, as the case may be, available at the command of the operator, the latter will have full control of the car at all times in a wide variety of situations.

The invention is not to be limited to the exact arrangement of parts shown in the accompanying drawings or described in this specication as various changes in the details of construction may be resorted to without departing from the spirit of the invention. It is the intention, therefore, to be limited only as indicated by the scope of the following claims.

`Having thus described the invention what I claim as new `and desire to secure by Letters Patent is:

1. In a hand brake of the character described, in cornbination, a housing including front and rear spaced vertical walls, the lower region of said front wall being inwardly offset toward the rear wall, said walls thus dening therebetween a relatively wide upper space and a relatively narrow lower space, a hand wheel shaft rotatably jonrnalled in said walls, extending across said relatively wide space and projecting through the front wall, a hand wheel fixedly mounted on said shaft exteriorly of the housing, a clutch shaft rotatably journalled in .said walls below said hand wheel shaft and extending across said relatively wide space, a drum shaft rotatably journalled in said walls, extending across said relatively narrow space and projecting through the offset portion of the front wall7 a. chain winding drum iixedly mounted on said drum shaft exteriorly of the housing rearwardly of the vertical plane of the upper region of the front wall, a chain having an end thereof secured to said dnlm, an interengaging pinion and gear on said hand wheel shaft and clutch shaft respectively and operatively connecting the two shafts in driving relationship, a ratchet wheel and forces the latter into frictional engagement with the gear whereby the clutch pinion, ratchet wheel, gear and clutch shaft are constrained to rotate in unison, a 'spur gear fixedly mounted on said drum shaft within said relatively narrow space and meshing with said clutch pinion; the pitch direction of the threaded connection between the clutch pinion and clutch shaft being such that the application of torque to the drum shaft incident to forcible unwinding of the chain from said drum will, through the medium of the spur gear, impart rotation to the clutch pinion in a direction counter tothedirection of rotation of the ratchet wheel and cause the clutch pinion to be moved axially toward its advanced position.

'2. In` a hand brake of the character described, the combination set forth in claim l including, additionally, a depending apron formed on said 'front wally substantially in the vertical plane of the upper region thereof, said apron, in combination with the rearwardly offset' portion of the front wall, defining a pocket within which said drum is disposed;V

"3.`In Ua handbrake of the character described, the combination -set forth in claim l including, additionally, a depending apron formed on said front wall substantially in the vertical plane of. the upper region thereof, said apron, yin combination with the rearwardly offset portion of the front wall, defining a pocket Awithin which said drum is disposed, the forward end of said drum being rotatably journalled in said depending apron.

4. In a hand brake of the character described, a twopiece housing including front and rear housing sections dening an internal chamber, the rear housing section being in the form of a at base casting having means thereon whereby the same may -be applied in a vertical position to a railway car, said ybase casting presenting a forwardly facing planar surface provided with a oontinuous marginal channel, said front housing section being generally cup-shape and including a front wall and a continuous marginal wall presenting a rearwardly facing continuous rim the contour of which is conformable to the contour of said marginal channel, a flexible sealing strip coextensive with and filling said marginal channel and of a width greater than the depth of the channel whereby a portion of the strip projects outwardly of the channel, the rim of the front housing section bearing against said outwardly projecting portion of the sealing strip coextensively, a plurality of spaced ears formed on the rim of said front housing section and projecting laterally outwardly therefrom, and a fastening device extending through each ear and the adjacent portion of the base plate for securing said front housing section in position on the base casting, brake operating instrumentalities disposed within said chamber and including a hand wheel shaft projecting outwardly and forwardly through said front housing section, and a drum shaft likewise projecting outwardly and forwardly through said front housing section, a yhand wheel mounted on said hand wheel shaft exteriorly of the chamber, a drum mounted on said drum shaft exteriorly of the chamber, a chain having one end secured to said drum 'and depending therefrom, said brake operating instrumentalities further including a releasable clutch mechanism within the chamber operatively connecting the hand wheel shaft and drum shaft, and a quantity of lubricant disposed within said chamber.

5. In a hand brake of the character described, the combination set forth in claim 4 wherein each of said laterally spaced ears projects aslight distance rearwardly of the plane of the rim of said front housing and engages the base casting to maintain the rim of said front housing slightly spaced from the base casting with said sealingl strip bridging the distance between said rim and base casting, the fastening devices land sealing strip constitut-y ing the sole connecting means between said housing sections.

6. In a hand brake of the character described, the combination set forth in claim 4 wherein said front wall of the front housing section is formed with a rearwardly oiset lower region and a depending apron spaced forwardly from said rearwardly offset region, said 'offset region and apron dening Aa pocket therebetween into which said drum shaft projects and within which said drum is disposed.

7. In -a hand brake of the character described, in combination, a housing defining la sealed internal chamber and including front and rear spaced vertical walls, the lower region of said front wall being inwardly olfset toward the rear wall, said walls thus defining therebetween a relatively wide upper space and a relatively narrow lower space, a hand wheel shaft rotatably journalled in said walls,-extending across said relatively wide space and projecting through the front wall, 'a handwheel fixedly mounted on said shaft exteriorly of the housing, -a clutch shaft rotatably journalled in said walls below said hand wheel shaft and extending across said relatively wide space, a drum shaft lrotatably journalled in said walls, extending across said relatively narrow space and projecting through the4 offset portion of 4the front wall, a chain winding drum ixedly mounted on -said drum shaft exteriorly of the housing rearwardly of the vertical plane of the upper region of the front wall, a chain -having an end thereof secured to said drum, a pinion on said hand wheel shaft within s-aid relatively wide upper space, a gear on said drum shaft within said relatively narrow lower space, clutch means on said clutch shaft for eifectively coupling said pinion Iand gear when the hand wheel is rotated in one direction and for uncoupling said pinion and gear when the hand wheel is rotated in the other direction, an apron formed on and depending from said front wall substantially in the vertical plane of the upper region thereof, said apron, in combination with the rearwardly offset lower region of the front wall, defining a downwardly facing pocket having an open lower end, said drum shaft extending Iacross said pocket and having its forward end lrotatably journalled in said depending apron, said apron, in combination with said vertical front and rear walls aiording a three-point support for the drum shaft, said drum shaft being nested within said pocket and said chain passing downwardly through the open lower end of the pocket, and -a quantity of lubricant disposed within said chamber.

8. In a hand brake of the character described, in combination, a housing defining a sealed intern-al chamber and including front and rearspaced vertical walls, the lower region of said front wall being inwardly offset toward the rear wall, said walls thus defining therebetween a relatively wide upper space and a relatively narrow lower space, said housing being so formed that the two spaces are sealed from the surrounding atmosf phere, a hand wheel shaft rotatably journalled in said walls, extending across said relatively wide space and projecting through the front Wall, `a hand wheel ixedly mounted on said shaft exteriorly of t-he housing, a drum shaft rotatably journalled in said walls, extending across said relatively narrow space and projecting through the offset portion of the front wall, a chain winding drum fixedly mounted on said drum shaft exteriorly of the housing rearwardly of the vertical plane of the upper region of the front wall, a chain having an end thereof secured to said drum, a pinion on said hand wheel shaft within said relatively wide upper space, -a gear on said drum shaft within said relatively narrow space, clutch means Within said relatively wide space for effectively coupling said pinion and gear when the hand wheel is rotated in one direction Aand for uncoupling said pinion and gear when the hand wheel is rotated in the other direction, an apron formed on and depending from said front wall substantially in the Vertical plane of the -upper region thereof, said apron, in combination with the rearwardly offset lower region of the front wall, defining -a `downwardly facing pocket having an open lower end, said drum shaft extending across said pocket and having its forward end rotatably journalled in said depending apron, said apron, in combination with said vertical front land rear walls alfording a three-point support for the drum shaft, said drum shaft being nested Within said pocket and said chain passing downwardly through the open lower end of the pocket, and a quantity of lubricant disposed within said chamber.

9. In a hand brake of the character described, a twopiece housing including front and rear housing sections dening an internal chamber, the rear housing section being in the form of a flat base casting having means thereon whereby the same may be applied in a vertical position to a railway car, said base casting presenting a forwardly facing planar surface provided with a continuous marginal channel, said front housing `section being generally cup-shape and including a front wall and a continuous marginal wall presenting av rearwardly facing continuous rim the contour of which is conformable to the contour of said marginal channel, a flexible sealing strip coextensive with and filling said marginal channel and of a width greater than the depth of thev channel whereby a portion of the strip projects outwardly of the channel, the rim of the front housing section bearing `against said outwardly projecting portion lof the sealing strip coextensively, portions of 'the rim ofV said front housing section projecting laterally outwardly beyond the confines of said marginal wall, and a series of spaced fastening devices extending through said laterally projecting portions .and the adjacent portions of the base plate for securing said front housing section in position on the base casting, brake operating instrumentalities disposed within said chamber and including la hand wheel shaft projecting -downwardly and forwardly through said front housing section, and a drum shaft likewise projecting outwardly and forwardly through said front housing section, a hand wheel mounted on said hand wheel shaft exteriorly of the chamber, a drum mounted on said drum shaft exteriorly of the chamber, a chain having one end secured to said drum and depending therefrom, `said brake operating instrumentalities further including a releasable clutch mechanism within the chamber operatively connecting the hand wheel shaft and drum shaft, and a quantity of lubricant disposed within said chamber.

References Cited in the file of this patent UNITED STATES PATENTS r mwN-m l 

